Volkswagen chief executive Matthias Mueller on Wednesday stood in the focus of an investigation into the world’s largest carmaker’s ‘dieselgate’ scandal for the first time, along with other key players at the firm.
Mueller and others “...are suspected of knowingly delaying telling shareholders about the financial consequences for Porsche SE of software manipulation in diesel vehicles by Volkswagen AG,” prosecutors in southwestern city Stuttgart said in a statement.
Porsche SE, separate from VW subsidiary Porsche AG, is a holding company with a majority stake in Volkswagen, and is itself owned by the descendants of renowned VW Beetle inventor Ferdinand Porsche.
VW admitted in September 2015 to using so-called “defeat device” software to cheat regulatory nitrogen oxides emissions tests in some 11 million cars worldwide, pitching the world’s largest carmaker into the deepest crisis in its history.
The revelations sent the group’s shares plummeting by 40 per cent in two days.
Along with Mueller, former VW CEO Martin Winterkorn and Porsche SE chairman Hans-Dieter Poetsch are also suspected of failing to share information with investors in their roles as Porsche SE board members, prosecutors said.
As chief executive of Porsche AG until 2015, when he took over from Winterkorn as Volkswagen chief, Mueller was not caught up in probes into those who sat on the parent company’s board up until the scandal broke.
But he did sit on the Porsche SE board before the revelations, making him a target for the present allegations.
“Porsche SE sees the accusations raised as unfounded. It believes that it has always fulfilled its duties of publication under capital markets law in an orderly fashion,” the firm countered in a statement Wednesday.
So you can have sweet-spots in the range where a model represents a perfect balance of price and performance and likewise you can have versions that don't, due to perhaps not fulfilling their original remit correctly.
But what's odd is that those sweetspot models are rarely the big sellers in the range, for whatever reason.
Until that is, you come to this BMW 520d. The best-selling model by far in the BMW 5-Series range, it represents around eight of every 10 Fives leaving showrooms in the UK, which is no small number when you consider that the previous generation car sold a hefty 2.2 million during its seven-year shelf life.
To be fair, we're big fans of this new seventh-generation BMW 5-Series and have been since we took our first drive late last year. Globally it accounts for 25 per cent of all BMW profits and it's as if BMW has willingly ploughed money back into this version to make it even better in almost every area.
That might be expected higher up the range but the irony is that it's probably of most benefit to those buyers - the majority - who are walking out of the showroom with a set of 520d keys in their pocket.
After all, this isn't a car that's wearing a £60,000 or £70,000-plus price tag. Yes it might set you back £39,025 but it's likely to be on a company lease scheme, being chosen by someone just getting on to the 5-Series ladder.
Not that it's exactly a hardship mind you. The 2.0-litre turbo-diesel engine produces 190bhp which is enough to get the 520d from 0 to 60mph in 7.5 seconds and on to a 146mph top speed.
Those are very impressive figures, especially when you consider that it will also return 68.8mpg and 108g/km emissions.
But beyond those figures the 520d's real story comes when you press the start button and set off. Yes it's a diesel and yes this is a mid-sized executive saloon but you can't help but be immediately struck by just how good this BMW is, even within the first 50 yards.
Admittedly there is still a little bit of diesel engine rattle from cold, particularly from the roadside, but that soon dissipates once it's warmed up and you're on the move.
Your first impressions are cemented further when you get out on the road. The engine and automatic gearbox are really well matched in refinement terms. Those 190 horses might not sound a huge amount for such a big car but it performs well and, as those on-paper statistics prove, it's no slouch when you're pressing on.
The only times at which the 5-Series can sometimes feel a little breathless are when accelerating hard down a slip road and even then it's not really that bad.
As with the rest of the new 5-Series range, that extra refinement has had a somewhat detrimental effect on the 520d's position as a driver's car.
It's still good but you certainly feel a step removed from the car at the wheel, compared to what went before.
That said, the excellent ride quality 2.0-litre in 7.5 speed /km and lack of wind and road noise are likely to make that a sacrifice worth making for many.
That comfort is underlined by the excellent quality of the interior.
From the superb build to the TFT screen dials that cleverly highlight your engine revs and speed as you drive while leaving the rest in the shade, it's hard to fault.
On our M Sporttrimmed test car the heavily bolstered seats were very comfortable but the steering wheel rim was slightly over-thick, making it a tad uncomfortable to grip from some angles.
There's no questioning the infotainment system, either, which is easy to use, even on the move, and pretty intuitive. The only downside is the gesture control, borrowed from the larger 7-Series, which enables you to raise or lower the volume on the stereo by circling your finger in front of the screen.
While it might be something to show off to friends, the reality is that turning the knob on the dash or using the steering wheel controls are both far faster and easier to use when driving.
Plus, while we wouldn't normally praise a four-door saloon for its practicality, there's a decent amount of space for adults in the rear seats and the boot is surprisingly large too, going back quite far. It's just a shame that split folding rear seats are an extra option at £335.
Overall though, this version of the 5-Series might not be the fastest or the cleanest (that honour goes to the new 520ed) and it may not grab headlines like an M5 flagship but it is the best-seller and for many drivers this 520d will represent the 5-Series.
For that alone BMW should be very happy. This 520d is one of, if not the, best in the new 5-Series range.
LOGBOOK LOWDOWN
Price: from £39,025
Engine: Turbo-diesel - 2.0-litre
Power: 0 to 60mph in 7.5 seconds, 146mph top speed
VW has unveiled the Arteon a five-door fastback that sits above the Passat in manufacturer’s range.
The car initially made its debut at the Geneva Motor Show 2017 in March.
One of the most interesting features on the new car is a driver assistance systems which includes an autonomous function that could potentially save your life.
Emergency Assist 2.0 combines four different driver assistance systems to prevent an accident in a ‘worst case scenario.’
If a drivers for example blacks out at the wheel, the sensors of the Emergency Assist system kick in and take over, where it will warn other road users and automatically steer to the nearside lae and stop.
To make the system work it combines Adaptive Crusie Control, Side Assists, Lane Assist and Park Assist.
These systems can all also be used separately and will be available alongside Predictive cornering lights with predictive control, Proactive occupant protection system and Sign Assist.
Volkswagen Arteon is a premium class model in the VW range that sits above the VW Passat.
It shares the same platform, engines, chassis and interior as the Passat but has more dynamic styling and power.
The five-door gran turismo is however bigger than its younger sibling sitting at 862mm in length, 1871mm in width and 1427mm in height.
Volkswagen says that Arteon combines the design elements of a sports car and elegance and space of a fastback.
Its standard LED headlights merge with the radiator grille and narrowed bonnet, reminiscent of a sports car, to form a compact and muscular front-end.
When it goes on sae it will set its sights on the BMW 4 Series and Audi A5 and even Vauxhall Insignia Grand Sport.
Klaus Bischoff, Volkswagen Head of Design: "The Arteon combines the design elements of a classic sports car with the elegance and space of a fastback.
"An avant-garde business-class gran turismo, it speaks to the heart and the head alike."
Given its fastback proportions, it has relatively good practicality too, and its flexible luggage compartment has a volume of 563 expandable to 1,557 litres when the seats are folded.
There are six turbocharged engines (TSI und TDI) available on the Arteon when it goes on sale offering a power output range from 110 kW/150 PS to 1206 kW/280 PS.
Overview of petrol engines for the Arteon:
1.5 TSI Evo, 110 kW / 150 PS 6-speed / optional 7-speed DSG (DSG for 1.5 TSI Evo not Germany)
Optional digital instruments including the dynamic Active Info Display (AID), a driver head-up display and 9.2-inch infotainment system with gesture control (Discover Pro) can all be customised.
The AID provides digital information directly into the driver’s cockpit, for example the reversing camera, speed, rev counter or navigation.
There are two trim options to personalise the Arteon - the ”Elegance" and "R-Line.” The Elegance focuses on luxury and comfort whilst the R-Line is the sportier option.
Prices for the Arteon are expected to be in the region of £30,000 when it goes on sale in the UK later this year.
In Germany, range topping variants are already on sale - the 276bhp 2.0-litre TSI Arteon is priced at the equivalent of £43,000.
Seat Ibiza 2017 will go on sale in the Uk with prices starting at just £13,130.
The Spanish car manufacturer has completely redesigned the supermini from top to bottom, giving the car a fresh new look, power options and features.
“Ibiza is an iconic model for SEAT, a best-seller that’s been at the heart of our line-up for more than 30 years,” said Richard Harrison, Director, SEAT UK.
“With that kind of heritage, you can be sure the new model will be a benchmark car, taking SEAT quality, design, engineering and technology to an even higher level.”
With the new car, Seat has opted to only produce five-door variants with customers after increased practicality.
The new car is shorter and lower than the previous generation but it has been made 87mm wider.
The track is 60mm longer at the front axle and 48mm at the rear axle and the distance between the two is 95mm.
What the result of this is increased room inside the cabin with 35mm more legroom in the back and head room in the front and back increasing by 24mm and 17mm respectively.
Boot space has also been enlarged by 63-litres to 355-litres, making it one of the best in its class.
As part of the car’s reinvention, it has been given facelift and it now sports a more youthful and sleek design.
The new headlight design, which can be available as fully LED, also helps to distinguish it from the previous generation.
More energy efficient engines have been made available to the updated Ibiza range too.
The first option is the three-cylinder 1.0 TSI with 95 or 115PS, along with a turbo-compressor, intercooler and direct injection.
A new EVO 1.5 TSI unit will also be available in late 2017 with four cylinders and 150PS.
Efficient 1.6 TDI diesel engines will come in 80 and 95PS guises in the UK.
The standard gearboxes available are a manual five-speed transmission for the 95PS and lower engines and a six-speed transmission for the more powerful engines.
A seven-speed dual-clutch DSG-auto gearbox will also be available.
Seat say they have focused on noise cancelling inside the cabin in a bid remove vibrations and reduce the volume of outside sound bleeding into the car.
Four trim models will be available when it goes on sale: The S, SE, FR and Xcellence.
The top of the range Xcellence trim focuses on making the Ibiza more luxurious and comfortable.
New tech updates make this a serious competitor in the supermini category.
Seat have now joined up with Beats to create an audio sound system with 300W amplifier inside the car.
Other tech features available are wireless charging, Apple Car Play, Android Auto and Mirror Link all controlled by an eight-inch touchscreen.
Safety tech and driver assistance features now include Front Assist, Adaptive Cruise Control, Keyless Entry System, front and rear parking sensors and a rear view camera.
If you reckon the facelifted Porsche 911 GT3 must be just like the old GT3, think again. It’s even better. Dubbed 991.2, it restarts the cycle set with the previous GT3 version of the 991-era 911, which evolved into the GT3 RS and 911 R. And the fact its exterior doesn’t look much different to that of the old car belies the fact that Porsche has been very busy.
A new infotainment system is only the tip of the iceberg, as is a slight reduction in soundproofing in order to offset the weight of extra crash protection. There are new lightweight bumpers front and back, a remounted rear spoiler, plus additional tweaks to improve downforce by 20% without spoiling drag.
Porsche’s main change to the new GT3 is the engine. The 4.0-litre flat-six – which is directly related to the 911 Cup racer’s – now produces 493bhp. It revs freely to 9000rpm, producing peak power at 8250rpm and torque of 339lb ft at 6000rpm. The seven-speed, dual-clutch, PDK automatic is now joined by a manual gearbox, but we test drove the former.
The engine is magnificent above 6,000rpm, and its new dual-mass flywheel helps give smooth running and lightning-fast responses. In real-world on-road conditions you can’t stay above 6000rpm for long, but the GT3 is super rewarding even when you’re not in the red rev range. The relatively smooth ride, accurate steering, firm feel and fluid self-centring are also a nice surprise.
Things really come alive on the circuit. If you’re prepared to work a little harder than you would in, say, a comparatively indulgent McLaren or Ferrari, the response is outstanding.
You have no choice but to drive the GT3 properly, responding to its immense feel and acting accordingly. Laziness in a corner will result in understeer – but turn a bit harder, or give it a little more accelerator, and you’ll immediately be back on point.
Given its head on track, the engine is a monster. Its location aft of the rear axle means you can use its weight to help steer you or settle you into bends. If you aren’t on the ball, you can still discover how lairy a Porsche 911 can be – but if you wish, you can provoke this scalpel-sharp GT car into revealing its hooligan alter ego.
Throw in a fine running commentary from every facet, stunning body control plus perfect balance, poise and agility, and this remarkable car proves to be a blinder. In fact, we’d go so far as to say it’s the best brand-new driver’s car on the market. Now we just want to drive it with a manual gearbox…
Complete specification
Model: Porsche 911 GT3
Price: £111,802
Engine: 6cyl horizontally opposed, 4-litre, petrol
Power: 493bhp at 8250rpm
Torque 339lb ft at 6000rpm
Gearbox: 7spd dual-clutch automatic
Kerbweight: 1430kg
0-62mph: 3.4sec
Top speed: 197mph
Economy: 32.1mpg
CO2/tax band: 288g/km, 37%
Driverless car tests will begin on Britain's motorways in 2019, when the computer-driven vehicles will share the roads with humans on a 60-mile route between Oxford and London.
But there are already fears that an insufficient mobile phone network across UK motorways will hamper efforts to make the autonomous cars communicate with each other and with road infrastructure. Manufacturers consider so-called vehicle-to-vehicle communication as the key to making self-driving cars work properly become safer than humans.
A consortium of British companies led by Oxbotica, a spin-off from Oxford University which makes autonomous car software, is leading development of the vehicles. Tests so far have taken place on private land or in pedestrianised areas at low speeds. Introducing computer-driven vehicles to the 70mph motorway network will be a major new challenge.
Not least because the UK's mobile phone network – and in particular the high-speed 4G internet service to be shared by vehicles talking to each other – is not universally available on every mile of every motorway.
Network testing company Global Wireless Solutions has found smartphones carried in cars on UK motorways are, on average connected to 4G for between 30% and 84% of the journey. The M6 motorway heading north from Birmingham offered the least consistent 4G connection, at just 19% to 75% depending on the operator.
GWS found EE to offer the most consistent 4G coverage on motorways, followed by O2, Vodafone and Three.
Paul Carter, chief executive of GWS, said: "Mobile networks in the UK have made great strides when it comes to nationwide 4G deployment. However, LTE coverage is variable across networks and is not yet ubiquitous on UK motorways."
Just five years after the roll-out of 4G began in the UK, the industry is already turning its attention to 5G, which will offer far higher speeds and greater coverage than is currently available. It is expected that future autonomous cars will at first use 4G then 5G once it is commercially available. For now, modern cars only rely on a mobile phone connect to play music from streaming services like Spotify and communicate with an app on the owner's smartphone.
Carter added: "Major automotive players are focused heavily on how universal 5G networks will support true autonomous driving. However, even after five years of 4G roll-out, the UK's motorways still offer an average best of 74-84% coverage. To ensure 5G networks can be rolled-put more swiftly and efficiently, action must be taken by the government and local authorities now to empower network operators to build the next generation of networks cost-effectively and with minimal red-tape."
The new Honda Civic Type R, performance hatchback car, has just set a new lap record for a front-wheel drive car at the Nurburgring.
An 3 April 2017, a development car lapped the world-famous circuit in a blistering 7 minutes 43.8 seconds.
It marked an almost seven seconds improvement on the model’s predecessor’s previous time.
Honda stroke lucky with the conditions with a dry track and optimum ambient temperature for the best tyre and powertrain performance.
This record followed the car’s successful debut at the Geneva Motor Show before production of the car begins in summer 2017.
Honda say the tenth generation Civic it was developed for ‘the most rewarding drive’ in the hot hatch segment.
Powering the hot hatchback is a refined version of the 2.0-litre VTEC Turbo engine which produces 320PS and 400NM of torque.
This is paired with a six-speed manual transmission with lower gear ratios than the previous generation, which is said to improve acceleration.
Pairing with this is the Type R’s aerodynamic package which improves stability and best-in-class balance between lift and drag.
Other factors that helped the Type R clinch the fastest lap is the 16kg wight reduction and torsional stiffness improvement of 38 per cent.
Ryuichi Kijima is the lead chassis engineer for the Honda Civic Type R.
He explains where the all-new model shows the most significant improvements around the Nürburgring compared to the previous generation car.
“The cornering speed achieved in the new Type R is higher because the car features a wider track and tyres, a longer wheelbase, new multi-link suspension in the rear and optimised aerodynamics that improves stability, ” said Kijima-san.
“For example, drivers typically enter the corner after Metzgesfeld at around 150 km/h.
"Even at this medium-speed corner, the speed is around 10 km/h higher due to the new Type R’s excellent stability.
“So, with improved cornering performance, we can increase the speed throughout the lap, helping the new Type R to achieve a much quicker lap time.”
Production of the new Civic Type R will begin in summer 2017 at Honda of the UK Manufacturing (HUM) in Swindon.
According to new research, eight out of every 10 drivers are unaware of the changes to the new speeding fines in the UK.
In a survey carried out by Honest John, 84% of respondents said they didn’t know what the new sentencing guidelines – which come into force next Monday - meant, while more than half (56%) were completely unaware that the penalties for speeding were changing.
New rules being introduced by the Sentencing Council could see motorists charged up to 175 per cent of their weekly wage for major offences and up to 50 per cent for minor offences.
There is a cap of £1,000 on speeding offences, or £2,500 if it was committed on the motorway.
For example a driver who earns £50,000 a year would have to pay a fine of £1,000 for travelling 41mph in a 20mph zone.
HonestJohn.co.uk’s Managing Editor, Daniel Powell, said: “While most people agree that excessive speed has no place on our roads, and that greater deterrents are likely to reduce the amount of deaths and injuries related to speeding, the new fines policy appears to have entered the law almost unnoticed.”
New drivers, committing a first time offence can still benefit from a speed awareness course which would stop the points being applied to their licence.
“While the new fines are clearly a deterrent, the bigger issue here is that prevention is better than cure,” added Powell.
“One very real concern is that, while speeding is easier to police, there are greater road safety concerns attached to driver distraction than creeping slightly over the speed limit.
“If sentencing guidelines for speeding are heading this way, then in an era of more connectivity behind the wheel, we should be addressing concerns around mobile phone use, in-car app and sat nav distractions in much the same way.
“Harsher fines are a deterrent, but we can’t help but think a better, more modern approach to driver education would have a greater influence on road safety.”
A new three-band system will determine how much a driver should be charged and how many points they will receive.
Band A offences are for drivers travelling between one and 10mph over the stated speed limit.
Band B offences relate to drivers exceeding the speed limits by between 11 and 20mph.
Finally, band C offences correspond to offence which are 21mph and above the stated speed limit.
Drivers can receive three penalty points for a band A offence, between four and six for a band B and six points for a band C charge.
The band system also relates to a percentage charge range of their weekly wage.
Band A offence charges begin at 50 per cent of your weekly wage but can range from 25per cent to 75 per cent.
Band B offences begin at 100 per cent of your wage but are variable from 75 per cent and 125 per cent.
Band C offences begin at 150 per cent but are variable from 125 per cent to 175 per cent.
Satnav users are being warned to update their devices as soon as possible, as harsher speeding fines from next week will mean out of date information could end up costing you thousands.
On 24 April new rules come into play - meaning if you're caught driving above the speed limit, you'll not only be handed three points, but also a fine of up to 150% of your weekly income. Currently, fines are capped at £1,000.
As the sentencing rules prepare to kick in, experts have warned that those with satnavs could end up the most at risk - as failing to update your device could leave you with out of date information.
Figures by uSwitch show that the majority (78%) of drivers now rely on a satnav or smartphones for advice on speed limits - but only 58% of these users regularly update their devices.
This means they're not only missing out on new road layout changes, but also speed limit changes.
A further fifth of motorists (18%) say they’ve driven dangerously – for instance driving the wrong way down a one-way street or needing to make a sharp U-turn to get back on track, as a result of receiving the wrong information from their device.
Even worse, one in six (17%) say their satnav has given them the wrong speed limit.
With speeding fines due to increase by up to 50% next week, for the most serious cases in England and Wales, uSwitch is calling on drivers to sharpen up on the laws of the road and keep their devices up to date.
uSwitch insurance expert, Rod Jones, said: “We are officially a nation of satnav junkies, but our addiction to technology is causing us to drive dangerously and risk large fines.
"While satnavs and smartphones are an incredibly useful tool for motorists, it is important to remember they are never a complete substitute for knowing the rules of the road.
“Tougher penalties have already been introduced around handheld device usage that could mean newer drivers losing their licence after a first offence and for all drivers the penalties have increased.
"And drivers will be hit even harder for speeding when the new, heavier, fines come into effect next week.
“It is important to remember not to handle your mobile phone or satnav while driving, no matter how tempting. If you need to change your route, having taken a wrong turn, find somewhere safe to park first."
This squeezes out an extra 21bhp from its four-litre V8, has a top speed of 190mph and accelerates to 60mph in 4.6 seconds, rather than 4.9 for the “slow” version — all for £10,000 extra.
This is a huge car, and it feels it. Whereas Bentley’s much pricier Mulsanne seems to fold around you and feel smaller than it is, the Flying Spur always feels big, with a huge overhang over the rear wheels and a long, long bonnet.
Being a Bentley, the finish is superb, the boot is the size of a rugby pitch and the beautifully comfortable seats are sumptuous. But not everything is perfect. On some surfaces, especially concrete motorway sections, the tyre roar and body resonance is pretty unacceptable, and worse than in some much more modest cars. In some ways, it falls between two stools. In the smaller Continental, this engine snarls like a WWII fighter plane. In the Flying Spur it is more refined, but much noisier than the W12 engine option, which is truly whisper-quiet.
The basic price of £142,800 can go up like a rocket with a few options. For example, carbon ceramic brakes are an extra £10,825, cruise control costs £2,125 and full-length centre console is £3,025. The £46,010 worth of extras on the test car brought it to £188,810.
When the Volkswagen group bought Bentley, the best thing it did was to let it retain its sense of Britishness, and even if the Flying Spur V8 S isn’t the best Bentley, it’s still pretty special.
Learner drivers will have to show they can safely use a satnav during their tests as part of an overhaul of the exam, the Driving and Vehicle Standards Agency (DVSA) has announced.
From 4 December, learner drivers will spend about 20 minutes being guided by the dashboard device as examiners gauge whether they are competent to be given full licences.
The DVSA said the changes had been prompted by research that showed more than half of Britain’s drivers now used a satnav. Making it part of the examination would mean drivers were better prepared for life on the road.
It is the first major change to driving tests since 1996, when written theory papers were introduced.
A spokesperson for the DVSA said: “Using a satnav goes some way to addressing concerns that inexperienced drivers are easily distracted, which is one of the main causes of crashes. We’re moving with technology and the technology that new drivers will be using.”
The DVSA trialled the new tests with 4,500 learner drivers at 32 test centres across the UK earlier this year.
Candidates will also be tested on driving into a bay in a public car park and reversing out again or pulling up on a roadside, reversing a short distance, then rejoining traffic. These manoeuvres will replace the three-point turn or reversing round a corner. The length of independent driving will be doubled to 20 minutes.
However, plans to make motorway driving part of the new test have not been introduced.
The transport minister Andrew Jones said the measures would help save lives. “We have some of the safest roads in the world but we are always looking to make them safe,” he said. “These changes will help reduce the number of people killed or injured on our roads and equip new drivers with the skills they need to use our roads safely.”
The RAC’s director, Steve Gooding, said the new test would mean candidates would “undergo a far more realistic assessment of their readiness to take to the road unsupervised”, adding: “Much has changed since the first driving test was taken in 1935, and it must be right that the test evolves, just as the cars we drive are themselves changing to incorporate ever more driver-assist technology such as inbuilt satnav systems.
“Novice drivers need to demonstrate the right skills and driving style to cope with the new environment.”
The AA’s president, Edmund King, believes the new test would produce better drivers. “We know that new drivers are a higher risk on the roads, therefore we need to better prepare them for real-world driving,” he said. “These changes will test drivers in a more realistic manner which is essential to improving their safety once their L-plates are removed.”
Global carmakers converge on China for the Shanghai auto show this week, with the industry bracing for a sharp sales slowdown and potential price war as competition stiffens in the world’s biggest car market.
Manufacturers have reaped a windfall as the fast-expanding Chinese middle class hits the road, but clouds loom as Volkswagen, Toyota, GM, and other top nameplates pitch their latest models starting this Wednesday at China’s biggest auto showcase.
Passenger-vehicle sales have nearly quintupled over the past decade and logged another stellar performance in 2016, surging 14.9 percent to a record 24.38 million, according to the China Association of Automobile Manufacturers.
But volume was skewed upward in 2016 by a government purchase incentive. As China’s decades-long economic boom loses lift, sales growth will essentially be flat this year and could even shrink in 2018 for the first time in memory, consultancy IHS Markit said last week.
In a boon for consumers, IHS Markit said there is already “a major price war descending on the market” as manufacturers and dealers slash prices to move growing stock.
“The threat now for international automakers is that if local players begin cutting prices ... there will be a rampant price war across the market as automakers compete to attract new car buyers,” it said.
Such troubles must be kept in perspective: China is still El Dorado for carmakers.
Last year’s sales set a 26th straight annual high-water mark, handily beating the record 17.55 million cars sold in the United States, which China zoomed past eight years ago to become the planet’s top market.
But sales were boosted by the government’s halving of a 10-percent purchase tax on small-engine cars in late 2015. That tax has been raised to 7.5 percent this year and will be restored to 10 percent in 2018, with an expected dampening effect on sales.
More broadly, analysts say China’s automotive landscape is rapidly maturing as consumer tastes evolve, and success will depend on manufacturers’ capabilities in meeting those tastes.
China now has a crowded field of mostly domestic carmakers, many of which won’t survive, said Johan Karlberg, a Shanghai-based partner with global consultancy Roland Berger.
“There’s just not room enough for that many players any more. Many of the smaller ones will simply die a slow, suffocating death,” Karlberg said.
Major carmakers remain bullish, but are scrambling to introduce a slew of new models aimed at Chinese consumers during the Shanghai show, which IHS said has taken on “major importance” as the dynamics evolve.
Manufacturers are rushing in particular to capitalise on still fast-growing demand for sport-utility vehicles and “new energy” cars.
Chinese drivers have latched on to both domestic and foreign-made SUVs as leisure interests grow and rising incomes put a second family car in reach. SUV sales are expected to surpass sedans as early as this year.
Electric vehicle sales have been government-subsidised partly to help reduce China’s notorious air pollution, and the Chinese market is now the world’s biggest and growing quickly.
China market leader Volkswagen, along with giants GM, Ford and a host of electric-car upstarts, all have plans to ramp up their China offerings.
Ford will even try to sell its American-icon pickup trucks, while expanding its electric offerings.
“We think it’s a huge opportunity for us to continue to build the Ford brand here in China and continue to grow our business in China,” Ford CEO Mark Fields told Bloomberg News.
Analysts say other future drivers lie in China’s seemingly never-ending stock of newly-minted middle-class consumers, particularly in populous and fast-growing lower-tier cities, plus the rapid growth in car-hailing and vehicle-sharing services.
“We still have a pretty good period of growth ahead in the Chinese market. It is THE strategic market for global carmakers,” said Marc Mechai, an automotive analyst with Accenture in Paris.
“But now, it remains to be seen with which vehicles, and how.”
You come home from work or a day out to find someone has parked on your drive.
So what can you do? You might assume that you could call the police or the council who would come out pretty quickly to remove the transgressing vehicle.
Unfortunately, it's nowhere near that straightforward and it turns out that you may have little or no legal recourse against this massively antisocial behaviour.
And one unfortunate homeowner found out the hard way when someone parked on their drive - for FIVE DAYS.
The frustrated resident, who didn't want to be named, said the police or authorities would not, or could not, help, as reported by the Bristol Post.
It's still unclear whether the car was left in the driveway deliberately or mistakenly - but it was taxed, insured and had its MOT.
And it began to emerge that getting rid of it was not as simple as you might think.
The police would not act, or even trace the owner and call them. The local council said they were not responsible in any way and the DVLA would not contact the owner or tell the frustrated resident who owned the car.
“Bristol City Council will investigate abandoned vehicles parked on public land or highway, but not on private land," said a spokeswoman.
"In order to be classified as abandoned the vehicle also needs to be untaxed for at least one month and left in the same location for a significant amount of time. There’s more information on the reporting process on our website.”
The police explained that the moment a car crosses onto your property, technically, trespassing has taken place. But it's a civil offence and holds no bearing in criminal law.
So what can you do?
It's a long and annoying process. You'll need to obtain an eviction notice from the courts. A solicitor would be able to get a civil court's permission to find out the identity of the legal owner, and a judge would then have to order its removal.
And all of this would probably cost YOU quite a lot of money. The court would process the order for removal, and that'd leave you with legal fees - perhaps thousands of pounds.
Is there an alternative?
You could simply park in front of the car, subsequently blocking in the vehicle in question. But doing this is only possible if you don't live on a main road with double yellow lines, and if your drive's big enough. It also doesn't solve your problem of how to get rid of the unwanted car.
A quick solution is to hire a private tow truck (this could cost you around £100). But if the car gets damaged, you could be liable to pay for damages (more detail of the complications below).
Certain circumstances
One Bristol resident mentioned that they had a stranger's car on their property for more than a year. They contacted the council and, via the police, it was taken away. There was a reason for this.
“Getting a vehicle removed from private land can potentially be an involved matter,” said a national police spokesman.
“If the vehicle is in a dangerous condition, for example it's leaking petrol or contains dangerous items such as gas bottles, we would suggest you contact your local police via the non-emergency 101 number or 999 if an emergency response is required.
“If you think the vehicle is abandoned, we would suggest you contact your local council. Councils must remove abandoned vehicles from both land in the open air and roads (including private roads).
“However, local council policies differ in relation to this so we would suggest you discuss the matter with them - it may help if you speak with a manager. If a vehicle is abandoned, you don't have to ask the council to move it."
So you might end up having to hope that if you do find an unwanted car on your land, it falls under the bracket above.
“Don't damage or clamp the vehicle or have it removed by a third party for destruction or storage without first seeking legal advice," the police spokesman added.
"If you do any of these things, you may commit a criminal offence or the owner may pursue a civil action against you."
Driverless pods have started started carrying members of the public around in North Greenwich, London, as part of the GATEway Project.
The autonomous vehicles aren’t fitted with a steering wheel or a brake pedal, and instead use a collection of five cameras and three lasers to detect and avoid obstacles on a two-mile route near the O2.
They can see up to 100m ahead and are capable of performing an emergency stop if necessary, though they have a top speed of just 10mph.
The prototype pods being used in Greenwich can carry four passengers at a time, but each of them will have a trained person on board during the three-week trial.
Unfortunately, only around 100 people will get the chance to try out the vehicles, with 5,000 having applied to take part in the trial.
Oxbotica, which developed the technology, wants to gauge how the public reacts to driverless vehicles.
“This needs to be like any other form of transportation,” said Dr Graeme Smith, the chief executive of Oxbotica. “It shouldn't be a white-knuckle ride for passengers. We know we've got the software right when the journeys are unremarkable.
“It's been designed to be safe and fail-safe specifically in a pedestrianised environment. We look out for pedestrians, cyclists, cats and dogs.”
It’s hoped that the pods will improve public transport links in Greenwich, and other areas if feedback proves positive enough to warrant a wider rollout in 2019.
Technology giants including Tesla and Uber are currently testing driverless vehicles in various states in the US, but smaller-scale trials are underway in the UK, with the Lutz Pathfinder having hit roads in Milton Keynes last year.
At the moment a test version of the system will launch privately in September this year, with plans to roll it out to drivers by April next year.
The digital version will not replace plastic licences, the DVLA said.
It was first announced by DVLA chief executive Oliver Morley last May, when he tweeted a picture of a that a prototype for a digital licence.
The photo he shared shows an iPhone screen displaying the image of a licence in the Apple Pay app, which enables people to use their phone to make payments and store boarding passes and other relevant documents.
Apple’s Wallet is already used to store physical credit cards, airline boarding passes and loyalty cards.
Further details on the timetable for such a service have been included in the DVLA’s business plan for the next 12 months.
It states: “During 2017/18 we will be developing a quick, easy and secure service to allow customers to view a representation of their driving licence on their smartphone.
“The driver will be in control of their data and this can be used to share and validate driver information with trusted third parties through a secure website.
“The digital licence service will only be available to driving licence holders who have authenticated themselves on gov.uk through the existing driving licence service.
“This service will be available 24/7, wherever the driver has a web connection.
DVLA said work is in the early stages, with further details on what the service will look like to be released in future.
The paper part of the licence was abolished in June last year as part of the Government’s drive to reduce unnecessary red tape.
The most pressing issue surrounds the conditions of the negotiated trade agreement which could, in the worst case scenario, dramatically hike costs for British manufacturers.
But what impact will the potential deal have on the average driver? Here, we answer the most pressing questions.
Will fuel prices change?
It’s likely that overall fuel prices will see a slight increase, but it’s unclear whether costs will change drastically as a direct result of Brexit.
According to the Automobile Association, any price increase will have more to do with the weakening of the pound than the Brexit trade deal.
“The value of the pound collapsed after the vote, and the exchange rate with the dollar changed,” a spokesperson from AA said.
“Given that all fuel transactions are done in dollars, the cost of fuel has gone up.
“It is hard to a say for certain, but it is unlikely fuel pricing will see the introduction of new tariffs as a result of Brexit.”
What about car insurance?
According to AA, insurance premiums for UK drivers will increase if we move away from EU laws.
Under current rules, UK insurers must provide a minimum level of cover for all European nations as standard.
If this no longer applies, UK citizens will be forced to purchase specific car insurance when driving abroad, further adding to travel insurance costs should we lose the right to a European Health Insurance Card.
Most interestingly, the AA also believes that insurance premiums in the UK could rise should Britain choose to opt out of the EU gender discrimination law.
This could see a discrepancy created between the cost of car insurance for males and females, with young male drivers worst affected by a price hike.
Are car prices going to be affected?
It is almost certain that the average cost of buying a car will increase regardless of the outcome of the deal made in two years time.
The Society of Motor Manufacturers and Traders has calculated that in the worst case scenario where no deal is made, UK Automotive would be forced to adopt the World Trade Organisation’s tariffs of 10 per cent for cars.
This will add almost £2 billion to UK manufacturing costs, and closer to £3 billion to import fees, increasing retail costs for car buyers by at least £1,500 per vehicle sold in Britain.
Chief Executive of the SMMT Mike Hawes said that this worst case scenario is simply “not an option”.
“Government has committed to creating and supporting the right conditions for our industry to be successful,” Hawes said in a statement.
“That means certainty in our relationship with our biggest market, tariff-free and open borders so products, parts and investment can flow freely, and continued influence over the regulation that governs the vehicles we build and drive.
“We will continue to work with government and our European counterparts but no deal is not an option.”
Can I still use my driver’s license abroad?
Yes, regardless of whether we keep our EU license or not.
As with current laws for holiday makers from non-EU countries in Britain, UK residents will still be able to use their driver’s license for up to 12 months while overseas.
However, problems may arise for Brits living in EU countries for more than 12 months.
Those citizens will then be forced to exchange their UK drivers license for an EU one should they wish to drive in that country at the end of that period.
AA said it is unclear whether Brits will be allowed to keep their EU license once the deal has been made.
Large cars from mainstream brands such as this new Insignia Grand Sport are perceived as something of a rarity these days. The market has shifted towards premium brands and SUVs, leaving models such as the big Vauxhall out in the cold. Try telling that to the British brand: sales of others may well have withered, but the Insignia remains strong.
The launch of this all-new Grand Sport version is thus a bit of a big deal. It’s on sale now with deliveries beginning in June – and we’re the first to drive it. Immediately, it’s clear Vauxhall is getting serious, with distinctive coupe-like styling that draws heavily from the Monza concept car that wowed the motor show crowds back in 2013.
Dimensionally, it’s bigger all round, with a 55mm longer body and 92mm longer wheelbase: at 4.9 metres long, Vauxhall hopes it’s cured the leg, head and shoulder room issues of the current Insignia. Yet this extra space doesn’t cost any extra. Indeed, priced have gone down, in some cases by as much as £1500.
They start from £17,115, which is more Astra-level than large family saloon money. Even the range-topping 256bhp 2.0-litre turbo Elite comes in at under £30,000. You can’t get much Audi A4 and BMW 3 Series for that, we can tell you. To the road, then, to find out if there’s a reason for this.
The spec sheet suggests things will bode well. The new Insignia Grand Sport is up to 175kg lighter than the old one, a whopping weight reduction. The sporty shape is slippery too, with a drag factor as low as 0.26. Importantly, it looks elegant, clean and simple, something that carries through inside as well. Again, a big improvement over today’s car.
It’s also easy-going to drive. It’s a car that doesn’t feel enormous, but does cruise smoothly and serenely, eating up the miles without fuss. This was all the more surprising given how our car had a smallish-sounding (but powerful) 1.5-litre turbo engine, producing 163bhp for an 8.4sec 0-62mph time. It had lots of pulling power, surprisingly strong motorway acceleration and an effortless, low-noise demeanour.
Motorway stability is excellent and most road surfaces are soaked up without fuss. Models with bigger wheels may spoil this a little, but they might also have sharper steering than our test car – one of the few criticisms was a slightly rubbery feel through the wheel. Otherwise handling was grippy, neutral and flat.
The new Insignia Grand Sport is a strong car indeed. Vauxhall has worked hard to improve it in pretty much every area, with significant gains in some. It looks great, has a nice interior, is a dream on the motorway and, most impressively of all, is cheaper than the old car. Who’s going to bet against Vauxhall continuing to defy convention with the new Insignia Grand Sport?
Vauxhall Insignia Grand Sport Tech Line 1.5 Nav
Price £23,910 Engine 4cyls, 1490cc, petrol Power 163bhp at 5600rpm Torque 184lb ft at 2000-4500pm Gearbox Six-speed manual Kerbweight 1500kg est 0-60mph 8.4sec Top speed 138mph Economy 47.1mpg combined CO2/tax band 136g/km, 26% Rivals VW Passat 1.4 TSI, Skoda Superb 1.4 TSI 150
Buyers are in a bit of a strange place at the moment. On the one hand they’re told that petrol guzzlers are a very bad thing, and they’ll duly pay lots of tax on the vehicle and spend lots of money on petrol, but on the other hand we have a rising groundswell of opposition, both official and otherwise, to the polluting ways of diesel. What to do?
Well, if you’ve decided the future is not diesel, and who can blame you, then this 2.0-litre TSI engine could well fit the bill. It pulls cleanly and, as the figures show, it’s got some low grunt to help those more used to diesel torque. It pulls well from low and then keeps pulling well as you head up the rev range. It’s smoother than a diesel alternative and quieter too, more civilised.
The shame is that the DSG auto box seems to be a bit slower to keep up. Which is where playing with the options shows up that sometimes standard is best. Put the driving mode into Sport and the gearbox wakes up, but then the steering gets too heavy and the optional adaptive dampers get a bit fidgety and over-excited. Row it back to Comfort and some sense of calm is restored, but the vehicle feels like it’s floating a bit.
Best leave it with standard dampers in standard Normal mode and you’ll have a pretty acceptable handling and ride package. Actually, considering this is a big vehicle with relatively high centre of gravity, you won’t be disappointed by the way it handles on the road.
And it is large, something you’ll be reminded of the moment you step up into the cabin. You can have five or seven seats specified, and there’s certainly room for a third row. The front pair of seats get plenty of room and comfort, and the same goes for the second row, where the seat row can slide to and fro and also has an adjustable backrest.
Behind that is either the third row of seats, which are a decent size, or a huge luggage area. Even with the third row, folded flat, you’ll be able to accommodate even a diva’s luggage requirement. This is Land Rover Discovery Sport big, which is impressive.
The cabin has plenty of stowage and storage areas, and it’s a clever, practical and classy place to be. If you want the full seven seats then you can’t have S trim, but they are options on SE and standard on SE L, such as we’re trying here.
Naturally that pushes the price up and some might find the bill of over £30k to be heading a bit high. But SE trim gives you most of what you need and you could still specify the third row of seats. And of course you could always go for a cheaper petrol engine too.
The 1.4-litre 148bhp TSI can still make a pretty good fist of powering this Kodiaq, yet it will prove more economical and be cheaper on tax than this 2.0-litre version. If you see the future as petrol then that might make a better power source.
Whichever you choose, you’ll be buying a high-quality SUV from Skoda that is proving so popular that the model has a three-month UK waiting list already. It looks like if you buy a Kodiaq you’ll be in good company.
Skoda Kodiaq 2.0 TSI 180 DSG SE L
Price £30,410 Engine 4 cyls, 1984cc, turbocharged, petrol Power 178bhp at 3900-6000rpm Torque 236lb ft at 1400-3940rpm Gearbox 7-spd automatic
Kerb weight 1840kg Top speed 127mph
0-62mph 8.2sec Economy 38.2mpg (combined) CO2/tax band 170g/km/31%
Unlike the Asian nation’s other major carmakers, Mazda is yet to offer an alternative to its petrol or diesel engines for UK buyers, but this is set to change in 2019.
Speaking to Auto Express at the Geneva Motor Show this month, Mazda officials said they would aim to release a smaller sized EV, which is expected to rival the likes of the Renault ZOE.
“(A fully electric car) is one of the possibilities we are examining,” European R&D boss Matsuhiro Tanaka said.
“A small car is best for an EV because bigger vehicles get too heavy with bigger batteries, and that doesn’t make sense for Mazda.
“If we put in heavy batteries, we need to do the opposite with the total weight. We are going to develop a new material technology in the future [to deal with this].”
It is expected that from 2021, the company will look to grow its range of EVs by introducing a number of plug-in hybrids.
“We are developing a concept with hybrid power,” Tanaka said.
“We already introduced a hybrid (Mazda 3) in Japan, so we have the technology.”
The Mazda 3 hybrid, which is only available in Japan, uses technology from Toyota as part of a continuing partnership between the two companies.
While Tanaka was unable to confirm, the idea of returning to Mazda’s staple rotary engine in a range-extending capacity, providing power to charge a battery, rather than driving the wheels has been floated.
Diesel doesn’t get much good press these days. Cities around the world want to ban it and it’s blamed for air pollution and health problems, notably in London.
The VW emissions scandal in 2015 destroyed much public faith in the claims made for its cleanliness and efficiency; and every time you see an old diesel engine car with a cloud of soot behind it you know that the filter has been removed by a driver who just can’t be bothered to replace it – the risk of prosecution is minimal.
Here is a product that is pretty much state of the automotive art; and where diesel works outstandingly well, at least as a new car proposition. For a start it is remarkably quiet, something that cannot be taken for granted in a diesel even these days.
It is the fundamental fact underpinning the refinement and smoothness of the 530d, and it manages to combine that with an extremely impressive level of performance.
The classic straight-six cylinder configuration for the engine is inherently better balanced than its V6 counterparts (seen in the competition). Mated to a conventional automatic gearbox and twin-turbo boost makes for fun on demand.
As with most executive cars in this class the driver can adjust the engine steering, suspension and the settings between economy, comfort, sport and variably adaptive, and all of these work well. You also, by the way, can design your own bespoke versions of each of those types of setting. The 530d basically combines near-Lamborghini acceleration with the exact same fuel consumption of a 1-litre Kia Rio. That’s why we all fell in love with diesels originally, remember?
What else is there to like? Well the quilted and heated leather seats, for sure, and the massage they can supply on a long journey, with quite an assertive pat on the rump to keep you awake.
The entertainment system has this great feature where you can download your favourite CDs on to the car’s computer, and create a mobile music library – quite a bonus for those of us with huge quantities of “legacy” music and a poor understanding of modern digital media.
The exterior styling is also now fully post-Bangle. The eye-catching but controversial lines applied by then designer Chris Bangle have been evolved out of BMW’s look, which is a bit of shame because there’s a danger that we’ll soon enter into another era when cars start to look very samey (the new Alfa Romeo Giulia, which from most angles closely resembles the generic “German look” is another example).
Even the BMW’s bold “monobrow” face, where the bigger kidney grille is flanked by headlights that carry the styling lines across the prow isn’t that original – Mercedes-Benz has the same overstated look these days.
With this latest 5 Series, BMW deserves to do as well as – or better than – it has done with any its sports/exec saloon offerings since the 1960s.
For this 5 Series will almost drive itself with its adaptive cruise control, lane-recognition system and self-parking features. And as I say, it delivers a combination of power, economy and performance that was unthinkably ambitious even a few years ago. There are few car companies as accomplished as BMW. Who knows, it may even save diesel from itself.
